WO2016035127A1 - 可変圧縮比内燃機関 - Google Patents

可変圧縮比内燃機関 Download PDF

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Publication number
WO2016035127A1
WO2016035127A1 PCT/JP2014/072968 JP2014072968W WO2016035127A1 WO 2016035127 A1 WO2016035127 A1 WO 2016035127A1 JP 2014072968 W JP2014072968 W JP 2014072968W WO 2016035127 A1 WO2016035127 A1 WO 2016035127A1
Authority
WO
WIPO (PCT)
Prior art keywords
connecting pin
control shaft
compression ratio
lever
arm portion
Prior art date
Application number
PCT/JP2014/072968
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
日吉　亮介
勝敏 中村
Original Assignee
日産自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to PCT/JP2014/072968 priority Critical patent/WO2016035127A1/ja
Priority to MX2017002011A priority patent/MX355312B/es
Priority to JP2016546210A priority patent/JP6183558B2/ja
Priority to RU2017110792A priority patent/RU2642956C1/ru
Priority to CN201480081552.8A priority patent/CN106662010B/zh
Priority to EP14901340.1A priority patent/EP3190281B1/de
Priority to US15/506,899 priority patent/US9863311B2/en
Priority to BR112017003304-6A priority patent/BR112017003304B1/pt
Publication of WO2016035127A1 publication Critical patent/WO2016035127A1/ja

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/045—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of a variable connecting rod length
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/32—Engines characterised by connections between pistons and main shafts and not specific to preceding main groups
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/02—Varying compression ratio by alteration or displacement of piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads

Definitions

  • the present invention relates to a variable compression ratio internal combustion engine provided with a variable compression ratio mechanism capable of changing an engine compression ratio according to the rotational position of a first control shaft.
  • Patent Document 1 discloses an internal combustion engine (hereinafter referred to as “variable compression ratio internal combustion engine”) provided with a variable compression ratio mechanism capable of changing the engine compression ratio in accordance with the rotational position of the first control shaft.
  • a connection mechanism is provided between the first control shaft and an actuator such as a motor that drives the first control shaft.
  • the connection mechanism has a second control shaft connected to the first control shaft via a lever.
  • the second control shaft is rotatably supported, for example, in a housing fixed to the engine body.
  • the bearing portion of the first connecting pin that is connected to the first arm portion of the first control shaft that is bent and torsionally vibrates due to the combustion load has a large axial tilt direction. Since the load acts, the so-called one-piece load that comes into strong contact with one end of the bearing portion tends to increase.
  • the first connecting pin and the lever are interposed between the second connecting pin and the first control shaft, the load is caused by the clearance of the bearing portion between the first connecting pin and the lever. Since the load is reduced, the load in the axial inclination direction on the bearing portion is suppressed to be lower than that of the first connecting pin, and the local surface pressure acting on the bearing portion is low.
  • the first connecting pin when an equivalent load is applied to the first connecting pin and the second connecting pin, the first connecting pin has a problem that local surface pressure increases and wear tends to proceed.
  • variable compression ratio internal combustion engine includes a variable compression ratio mechanism that changes the engine compression ratio according to the rotational position of the first control shaft, and an actuator that changes and holds the rotational position of the first control shaft. And a coupling mechanism that couples the actuator and the first control shaft.
  • the coupling mechanism includes a second control shaft disposed in parallel with the first control shaft, and a lever that couples the first control shaft and the second control shaft, and acts on the first control shaft.
  • a combustion load is transmitted to the second control shaft via the lever, and further, a first arm portion extending radially outward from the first control shaft, a tip of the first arm portion, and the lever A first connecting pin that is inserted through one end and connects the two in a relatively rotatable manner; a second arm portion extending radially outward from the second control shaft; a tip of the second arm portion; and the lever And a second connecting pin that connects the other end of the two so as to be relatively rotatable.
  • the diameter of the first connecting pin is larger than the diameter of the second connecting pin.
  • a large load in the axial inclination direction acts on the bearing portion of the first connecting pin near the piston on which the combustion load acts due to the combustion load from the piston side.
  • the diameter of the first connecting pin is set to be relatively large, the progress of wear can be suppressed.
  • the diameter of the second connecting pin on the side far from the piston the movement locus of the pin connecting portion connected by this connecting pin can be reduced, and the engine mountability can be improved.
  • FIG. 1 is a configuration diagram schematically showing a variable compression ratio internal combustion engine 1 including a variable compression ratio mechanism 10 according to an embodiment of the present invention.
  • a crankshaft 3 is rotatably supported on the cylinder block 2 of the variable compression ratio internal combustion engine 1.
  • the variable compression ratio mechanism 10 is rotatably supported by the cylinder block 2 and a lower link 11 that is rotatably attached to the crankpin 4 of the crankshaft 3, an upper link 12 that connects the lower link 11 and the piston 5.
  • the upper end of the upper link 12 and the piston 5 are connected by a piston pin 15 so as to be relatively rotatable, and the upper link 12 and the lower link 11 are connected by an upper pin 16 so as to be relatively rotatable, and the upper ends of the lower link 11 and the control link 14 Are connected by a control pin 17 so as to be relatively rotatable.
  • a lower end portion of the lower link 11 is rotatably attached to a control eccentric shaft portion 18 that is eccentrically provided from a journal portion that is a rotation center of the first control shaft 13.
  • the power transmission path between the output shaft of an actuator 20 such as a motor that rotationally drives the first control shaft 13 and the first control shaft 13 has rotational power of the output shaft of the motor.
  • a connecting mechanism 22 is provided to decelerate and transmit the speed to the first control shaft 13.
  • the coupling mechanism 22 includes a speed reducer such as a wave gear device that can obtain a large speed reduction, a second control shaft 24 that rotates integrally with the output shaft of the speed reducer, and the second control shaft 24 and the second control shaft 24. 1 and a lever 25 for connecting the control shaft 13 (see FIG. 1).
  • the second control shaft 24 is accommodated and disposed in a housing 26 that is fixed to the cylinder block 2 and is rotatably supported by the housing 26 in a posture parallel to the first control shaft 13.
  • the lever 25 extends through the cylinder block 2 and the slit 23 of the housing 26.
  • the one end of the lever 25 and the tip end of the first arm portion 27 extending in the radial direction from the journal portion 13A of the first control shaft 13 are connected via a first connecting pin 28 so as to be relatively rotatable.
  • the other end of the lever 25 and the tip end of the second arm portion 29 extending in the radial direction from the journal portion 24 ⁇ / b> A serving as the center of rotation of the second control shaft 24 are connected via a second connecting pin 30 so as to be relatively rotatable.
  • the first arm portion 27 is set longer than the second arm portion 29 so that the rotation of the second control shaft 24 is decelerated and transmitted to the first control shaft 13.
  • variable compression ratio mechanism 10 when the rotational position of the first control shaft 13 is changed by the motor via the coupling mechanism 22, the posture of the lower link 11 is changed via the control link 14, and the piston top dead center.
  • the stroke characteristics of the piston 5 including the position and the piston bottom dead center position change, and the engine compression ratio changes continuously.
  • variable compression ratio mechanism 10 that changes the engine compression ratio according to the rotational position of the first control shaft 13, the actuator 20 that changes and holds the rotational position of the first control shaft 13, the actuator 20 and the above And a connection mechanism 22 for connecting the first control shaft 13.
  • the coupling mechanism 22 includes a second control shaft 24 disposed in parallel with the first control shaft 13 and a lever 25 that couples the first control shaft 13 and the second control shaft 24. A combustion load acting on the first control shaft 13 is transmitted to the second control shaft 24 via the lever 25.
  • first arm portion 27 extending radially outward from the first control shaft 13, the tip of the first arm portion 27 and one end of the lever 25 are inserted, and both can be rotated relative to each other.
  • a second connecting pin 30 for connecting the two in a relatively rotatable manner.
  • the diameter D1 of the first connection pin 28 is larger than the diameter D2 of the second connection pin 30.
  • the first control shaft 13 receives a load in an axial inclination direction that is inclined with respect to the axial direction due to a combustion load or inertial load acting from the piston 5 side of the internal combustion engine, bending and torsional vibrations are likely to occur. . Therefore, of the first connecting pin 28 and the second connecting pin 30, the first connecting pin 28 that is directly connected to the first control shaft 13 is a surface of the bearing portion due to the load in the axial inclination direction. The pressure is not constant, and the surface pressure at both ends in the axial direction increases locally, so that so-called one-side contact tends to occur.
  • the combustion load and the inertial load acting on the first control shaft 13 are indirectly transmitted to the second connection pin 30 via the first connection pin 28 and the lever 25. Since the transmission of the load in the axial inclination direction is reduced by the clearance provided in the connecting portion / bearing portion of the shaft, the local increase in the surface pressure at both axial end portions as compared with the first connecting pin 28 side is increased. Suppressed / mitigated. Therefore, if an equivalent load acts on the first connecting pin 28 and the second connecting pin 30, the first connecting pin 28 tends to wear more easily because the surface pressure locally increases.
  • the diameter D1 of the first connecting pin 28 out of the first connecting pin 28 and the second connecting pin 30 can be achieved. It is possible to suppress the progress of wear.
  • the diameter D2 of the second connecting pin 30 relatively small, the movement trajectory of the connecting portion including the second connecting pin 30 is reduced, so that the engine mountability is improved.
  • the housing 26 that accommodates the second connecting pin 30 can be reduced in size and weight.
  • both the first connecting pin 28 and the second connecting pin 30 have a low sliding speed of the connecting pin relative to the pin bearing portion when the compression ratio is changed, an oil film tends not to be formed on the bearing portion. It is in. Therefore, it is preferable to increase the pin sliding speed in order to improve oil film formation.
  • the operating angle ⁇ 2 of the second control shaft 24 (relative to the connecting pin relative to the pin bearing portion). (Rotational angle) is larger than the operating angle ⁇ 1 of the first control shaft 13 (relative rotational angle of the connecting pin with respect to the pin bearing portion).
  • the diameter of the 1st connection pin 28 and the 2nd connection pin 30 is the same as that of the 1st connection pin 28, the circumferential direction rotational speed of the connection pin with respect to the pin bearing per predetermined compression ratio change amount will be more
  • the second connecting pin 30 is larger. Therefore, by increasing the diameter D1 of the first connection pin 28, which is relatively difficult to form an oil film on the bearing portion, relative to the diameter D2 of the second connection pin 30, the first connection pin 28 and the second connection pin 28 Both of the connecting pins 30 can form a good oil film to improve the lubricating performance and suppress the occurrence of wear and seizure.
  • the sliding area of the first connecting pin 28 (the area of the bearing portion where the first connecting pin 28, the first arm 27 and the lever 25 rotate relative to each other) is the sliding area of the second connecting pin 30. It is set larger than (the area of the bearing portion in which the second connecting pin 30, the second arm portion 29, and the lever 25 rotate relative to each other).
  • the sliding area of the 1st connection pin 28 relatively large, the local surface pressure rise of the 1st connection pin 28 and a piece contact can be suppressed.
  • the surface pressure is It is lower than the first connecting pin 28 side. Therefore, the sliding area of the second connecting pin 30 can be reduced without causing an excessive increase in surface pressure.
  • the average surface pressure of the first connecting pin 28 is set smaller than the average surface pressure of the second connecting pin 30.
  • the first connecting pin 28 Since the first connecting pin 28 is likely to be vibrated, twisted and bent due to the load from the piston 5 via the first control shaft 13, the sliding condition is severe. Therefore, by increasing the diameter of the first connecting pin 28 and suppressing the average surface pressure, it is possible to suppress the wear of the first connecting pin 28 where wear tends to proceed.
  • the second connecting pin 30 since the second connecting pin 30 is connected to the first control shaft 13 side via the lever 25, large vibration, twisting and bending deformation on the piston 5 side are alleviated, and the second connecting pin 30 is moved to the first connecting pin 28 side. In comparison, the load is reduced. Therefore, on the second connecting pin 30 side, it is possible to suppress the progress of wear even if the average surface pressure is relatively large.
  • the surface roughness of the first connecting pin 28 is set smaller than the surface roughness of the second connecting pin 30.
  • the wear can be suppressed by reducing the surface roughness of the first connecting pin 28 that has a large local surface pressure and is likely to be worn.
  • the surface treatment can be simplified by relatively increasing the surface roughness on the second connecting pin 30 side where the wear is relatively difficult to proceed.
  • the surface hardness of the first connecting pin 28 is set higher than the surface hardness of the second connecting pin 30.
  • the wear can be suppressed by increasing the surface hardness of the first connecting pin 28 having a large local surface pressure and easy wear.
  • the effective bearing length of the first connecting pin 28 is set shorter than the effective bearing length of the second connecting pin 30.
  • the effective bearing length of the first connecting pin 28 is increased without causing deterioration of the surface pressure. It can be shortened. As a result, the overall length of the first connecting pin 28 can be suppressed, and in particular, the engine mountability in a multi-cylinder internal combustion engine can be improved.
  • the first connecting pin 28 is rotatable relative to both the first arm portion 27 and the lever 25, and snap rings 32 as pin retaining mechanisms are provided at both ends thereof. It is fixed.
  • the second connecting pin 30 is fixed to at least one of the second arm portion 29 and the lever 25 (in this example, the second arm portion 29) so as not to be relatively rotatable.
  • vibration input transmitted to the second coupling pin 30 side can be reduced. Even if the structure is fixed to at least one of the second arm portion 29 and the lever 25 so as not to be relatively rotatable by press-fitting or the like, it is possible to suppress the deterioration of vibration input to the actuator side.
  • the second connecting pin 30 is fixed to one of the second arm portion 29 and the lever 25 by press-fitting or the like in this way, thereby shortening the bearing width on the press-fitting side (in this example, the second arm portion 29). Therefore, the bearing width of the other side (the lever 25 in this example) that is not fixed can be increased. As a result, although the diameter of the second connecting pin 30 is relatively small, the deterioration of the surface pressure can be suppressed.
  • the second connecting pin 30 is fixed to the second arm portion 29 by press fitting, and the bearing portion 33 of the second arm portion 29 with respect to the second connecting pin 30 is The pair of bearing portions 34 of the lever 25 with respect to the second connecting pin 30 is sandwiched from both sides.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
PCT/JP2014/072968 2014-09-02 2014-09-02 可変圧縮比内燃機関 WO2016035127A1 (ja)

Priority Applications (8)

Application Number Priority Date Filing Date Title
PCT/JP2014/072968 WO2016035127A1 (ja) 2014-09-02 2014-09-02 可変圧縮比内燃機関
MX2017002011A MX355312B (es) 2014-09-02 2014-09-02 Motor de combustión interna con relación de compresión variable.
JP2016546210A JP6183558B2 (ja) 2014-09-02 2014-09-02 可変圧縮比内燃機関
RU2017110792A RU2642956C1 (ru) 2014-09-02 2014-09-02 Двигатель внутреннего сгорания с переменной степенью сжатия
CN201480081552.8A CN106662010B (zh) 2014-09-02 2014-09-02 可变压缩比内燃机
EP14901340.1A EP3190281B1 (de) 2014-09-02 2014-09-02 Verbrennungsmotor mit variabler verdichtung
US15/506,899 US9863311B2 (en) 2014-09-02 2014-09-02 Variable compression ratio internal combustion engine
BR112017003304-6A BR112017003304B1 (pt) 2014-09-02 2014-09-02 Motor de combustão interna com taxa de compressão variável

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2014/072968 WO2016035127A1 (ja) 2014-09-02 2014-09-02 可変圧縮比内燃機関

Publications (1)

Publication Number Publication Date
WO2016035127A1 true WO2016035127A1 (ja) 2016-03-10

Family

ID=55439235

Family Applications (1)

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PCT/JP2014/072968 WO2016035127A1 (ja) 2014-09-02 2014-09-02 可変圧縮比内燃機関

Country Status (8)

Country Link
US (1) US9863311B2 (de)
EP (1) EP3190281B1 (de)
JP (1) JP6183558B2 (de)
CN (1) CN106662010B (de)
BR (1) BR112017003304B1 (de)
MX (1) MX355312B (de)
RU (1) RU2642956C1 (de)
WO (1) WO2016035127A1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20170284291A1 (en) * 2016-03-29 2017-10-05 GM Global Technology Operations LLC Independent compression and expansion ratio engine with variable compression ratio
JP2020037901A (ja) * 2018-09-04 2020-03-12 日産自動車株式会社 内燃機関
JPWO2019234876A1 (ja) * 2018-06-07 2021-05-13 日産自動車株式会社 内燃機関の複リンク式ピストンクランク機構

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019171098A1 (ja) * 2018-03-06 2019-09-12 日産自動車株式会社 可変圧縮比内燃機関

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JP2003322036A (ja) * 2002-05-07 2003-11-14 Nissan Motor Co Ltd 内燃機関の可変圧縮比機構
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RU2585998C1 (ru) * 2013-02-20 2016-06-10 Ниссан Мотор Ко., Лтд. Двигатель внутреннего сгорания с переменной степенью сжатия

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Publication number Priority date Publication date Assignee Title
JP2003247524A (ja) * 2002-02-27 2003-09-05 Nissan Motor Co Ltd リンク機構のピン連結構造
JP2003322036A (ja) * 2002-05-07 2003-11-14 Nissan Motor Co Ltd 内燃機関の可変圧縮比機構
US20070169739A1 (en) * 2006-01-24 2007-07-26 Iav Gmbh Reciprocating-piston internal combustion engine
JP2011169152A (ja) * 2010-02-16 2011-09-01 Nissan Motor Co Ltd 内燃機関の可変圧縮比装置
JP2013241846A (ja) * 2012-05-18 2013-12-05 Nissan Motor Co Ltd 可変圧縮比内燃機関
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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20170284291A1 (en) * 2016-03-29 2017-10-05 GM Global Technology Operations LLC Independent compression and expansion ratio engine with variable compression ratio
US10125679B2 (en) * 2016-03-29 2018-11-13 GM Global Technology Operations LLC Independent compression and expansion ratio engine with variable compression ratio
JPWO2019234876A1 (ja) * 2018-06-07 2021-05-13 日産自動車株式会社 内燃機関の複リンク式ピストンクランク機構
JP2020037901A (ja) * 2018-09-04 2020-03-12 日産自動車株式会社 内燃機関
JP7124571B2 (ja) 2018-09-04 2022-08-24 日産自動車株式会社 内燃機関

Also Published As

Publication number Publication date
US9863311B2 (en) 2018-01-09
BR112017003304B1 (pt) 2021-08-03
BR112017003304A2 (pt) 2017-11-28
EP3190281B1 (de) 2019-06-12
JPWO2016035127A1 (ja) 2017-04-27
CN106662010A (zh) 2017-05-10
RU2642956C1 (ru) 2018-01-29
EP3190281A1 (de) 2017-07-12
MX355312B (es) 2018-04-16
US20170284289A1 (en) 2017-10-05
EP3190281A4 (de) 2017-10-11
MX2017002011A (es) 2017-05-04
CN106662010B (zh) 2018-06-22
JP6183558B2 (ja) 2017-08-23

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